Control for railway signal systems



May 28, 1935.

F. H, RKIHTERKESSING CONTROL FOR RAILWAY SIGNAL SYSTEMS Y 5 Shs-:ets-SheecI l Filed Feb. 1, 1932 gmc/nto@ FQANK H. @muuuy-255m@ i May 28, 1935- F4. H. RlcH'rsRlEsslNG 2,003,266

CONTROL -FOR RAILWAY- SIGNAL SYSTEMS F'ileFeb. l, 1952 5 Sheets-Sheet 2 amg May 28, 193H5. F. H. RICHTERKESSNG 2,003,265

CONTROL FO RAILWAY SIGNAL SYSTEMS Filed Feb. 1, 1952 5 Sheets-sheet 5 7'5 )h Xh FU RRI) TZ '\f8 "'vzc) RRl I 15 E fm F 5 T C.\ [A 5 H P AE AF Ho vom A.C,5E.Qv1ca BM Fig. 5

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May 28, 1935. F. H. RlcHTERKl-:sslNG 2,003,256 coNTRoLfFonRAILwAY SIGNAL SYSTEMS. l

Filed Feb. 1, 1932 5 sheets-sheet 4 BLOCK 5 HO vom' A.C. 55m/xc?.

BLOCKl 1 gwumtoz FQANK H. mcHTERKEsxN@ Mai' 28, 1935- F. H. .Rlcg-ITERKEsslNG 2,003,266

VCONTRL FOR RAILWAY SIGNAL SYS'EMSl Filed Feb. l, 1932 5 Sheelcs-Shee'rI 5 BLOCK 5 BLOCK l lO VOLI AC. 5am/scf;

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FRANK HRICHTEQKESSIN@ @ay/n4 om Patented May 28, 19,35

UNITED STATES coNTRoL Fon RAILWAY SIGNAL SYSTEMS Frank H. Richterkessing, Louisville, Ky., as-

signor to Nachod & United States Signal Co.,V Inc., Louisville, Ky., a corporation of New York lApplication February 1,

27 Claims.

My invention relates to improvements incontrols forrrailway signal systems especially those adapted to control car orV train movements upon a railway, and more particularly upon an electric l railway, and is an improvement upon the disclosure in United States application for Letters Patent Ser. No. 587.687, filed January 20th, 1932.

The main object of my invention is to provide a control in which the moving train is adapted to l0 automatically close the electric control circuits through the axle and wheels thereof, although the control system may be operated by other contacting devicesy such as trolley contactors, Vin which the current collector of the vehicle is v adapted to contact therewith, or through track instruments which may beactuated by depression of the running rails or by mechanical or electrical engagement with the wheels of the train. 7 f

A further object of my invention is to provide a system in which failures in the circuits or apparatus Will render the control vinoperative to? perform an improper operation, thereby providing a minimum of danger tothe tralTic operating thereon. Y

A still further object of my invention is to pro- Vide a control which will not be operative through the breakdown of any of the insulated joints, and which is further arranged so that undersuch faulty conditions the control will be rendered non-responsive to set or clear a signal.

A still further object of my invention is to produce a signal controlling apparatus of the character above referred to, in which an improper or uncontemplated actuation of the signal control relay will be prevented in the event a continuous circuit is not maintained through the successive engagement of the two contact members, as for instance, when short rail sections are employed,

or because of the presence of dirt, leaves or other insulating material on the track.

A still further object of my invention is to provide a control which will ce ineffective to operate the ,signal control relay inthe event any of the v operating coils, connecting wires, contacts or insulation, become short circuited or open circuited. This control feature isk highly desirable when applied to the control of an automatic '130 crossing gate, since the failure of the apparatus will not retain the gate as a permanent barrier on the arterial highway. Y

My invention further consists of certain novel constructions and characteristics which' are fully Y discussed in kthe following descriptionand ac-V 1932, serial No. 590,245

companying drawings in illustration thereof, in Which- 'i Figure l is a diagrammatic drawing of my -in- Vention illustrating a control which is directional-sensitive and which will perform inthe manner heretofore designated.

Fig. 2 is a modification of Aliigu're .1 in which the co-ntrol relays are equipped with a mechanical locking feature to mechanically retain the actua tion ofthe signal control armature..

Fig.,3 is a further modification of fFig. 11 in which the relays are not .employed toV be directional-sensitive, and which are further illustrat'- ed as controlling a signal control relayv of the mechanical interlocking type. s

Fig. 4 is a still further modification of Fig. 1 in which the control is directional-sensitive and operable by a train moving in one directionlonly.

Fig. 5 is varnodification of Fig. 4 in Whichthe control relay is designated as the mechanicalinterlocking type.

Fig. 6 illustrates the embodiment o-f my invention as disclosed in Fig. 5 Vin la signaling system adapted to control car or train movements upon a railway. f

Fig. 7 illustrates the embodiment of my invention disclosed in Fig. 1 as applied to a signaling system adapted to control car or train movements in both directions upon a railway. With further reference to Fig l, the characters RR and RRI designate the running rails of a railway System, and it is obvious to those skilled in the art thatv the rails may be those of anelectric railway system utilizing the vrails as a conductor for the return propulsioncurrent for the train traveling' thereon, or for trains which are operated by other methods.

It will be further obvious to those skilled in the artthat the wires l and 5 connecting the short insulated rail sections X and Xl may be .connected to any form of contacting'device which may be successively operated by a moving trainer moving vehicle of any nature. It will be further noted that the running rail RR! is provided with insulated rail joints of the conventional type, which are designated by the numerals 2",y 28 4and129 respectively. Connecting bond wires 25and 26 are shown as connecting the running rails RR` and RRI and it is obvious that these connections are not necessary for the operation of my invention but are illustrated since it is customary in practice to make the installation in this manner so that both running rails may be employed for conductf ing the return propulsion current. 1

In'the control apparatus I employA the transformer T for reducing the high line voltage to a comparatively low voltage for the operation of the track control relays. The transformer T is provided with a secondary S supplyingthe low voltage, and a primary P which is connected to the high voltage line. It is obvious to those skilled in the art that it is not necessary to employ a transformer for the operation of my invention, and that batteries or other sources of operating current could be substituted therefor. It is still further obvious that the alternating current output of the transformer could be rectied in any conventional manner so that Vdirect current would be supplied for the control of the track control relays.

I also employ relays of the conventional type which are designated by the characters E, F, FI and EI respectively and each is provided with the conventional operating coil and armature for controlling the electrical circuits.

In Figs. 2, 3, 5, 6 and '7, the character L designates a mechanical locking type of relay, which embraces each of the operating coils C4 and C5. The two operating coils C4 and C5 are positioned in a denite relation to each other, and in such a manner that their armatures will operate a mechanical locking device LO positioned therebetween. When theoperating coil C5 is energized and raises its armature AC5, the armature will be mechanically held in the raised position by the locking arm LO as illustrated in Fig. 2 and when the operating coil C4 is -energized and raises its respective armature AC4, the locking arm LO will be moved out of locking engagement with the armature AC5, thereby permitting the latter armature to be brought into engagement with its respective back contact. It is believed that a further detailed discussion of the operation and the construction of this relay is unnecessary, since it will be obvious to those skilled in the art how such a relay may be constructed to perform in the manner designated. In each ofthe drawings accompanying the specification like numerals and characters have been employed to designate identical or similar parts. It is therefore believed that lengthy descriptions of each of the gures are un-` necessary since the teachings of one description may be applied to the remaining figures.

With further reference to Fig. 1, it will be noted that the parts embracing the track circuit control are diagrammatically represented as being in their normal conditions. It will likewise be noted that theV primary P of transformer T is permanently connected to the 110 Volt A. C'. service through connecting wires I8, I9 and 2li. It will be further evident that since the secondary S of the transformer T is connected through wire I5 to the running rail RRI, the Wheels of a moving train operating over the insulated sections X and XI will complete circuits from the wire I5 for the operation of the control system. Assuming that the wheels of the train first contact with the insulated section X, a circuit will be completed from wire I5, through the running rails, wheels and axles of the train to the insulated section X, through wire I, armature vAF of relay E, back contact 2 of relay E, wire 3, operating coil CI of relay F, wire 4, which is the other power terminal of the secondary S of transformer T. Instant to the completion of this circuit the armature AF of relay F will be brought out of Contact engagement with its back contact .6 and into contact engagement with its front contact 8, but no further change will take place in the control since a circuit has not been completed to the insulated section XI. As

the train advances and the front wheels of the train engage the insulated section XI and the rear wheels of the train remain in contact engagement with insulated section X, the same terminal of transformer secondary S will be applied to both wires 9 and I0 connecting operating coil C2 of relay FI therefore relay FI will be inoperative during this interval. This circuit is completed from wire I5, through the running rails, axles and wheels to the insulated section XI, through Wire 5, armature AF of relay F, front contact 8 to wire 9, winding C2, Wire I 0, rails of X, wheels and axles of the train to 26 and to the same terminal of Sfrom whichV the circuit started. The energizing circuit .for winding CI will remain established from wire I5, through the running rails, wheels and axles to the insulated section X, through wire I, through armature AE and back contact 2 of relay E and will be maintained for retaining the armature AF of relay F in its raised position. As soon as the train advances and the rear wheels disengage the insulated section X the circuit connections leading to wire I0 will be changed and thereby a circuit will be established for theoperating coil C2 of relay FI. The latter circuit is completed from wire I5, through the running rails, axles and wheels, through the insulated section XI, through wire 5, armature AF of relay F, wire 8, wire 9, operating coil C2 of relay FI, wire I Il, armature AE of relay E, back Contact 2 of relay E, wire 3, operating coil CI of relay F to wire 4, which is the other terminal of the secondary S of transformer T. It will be noted that the operating circuit for the operating coil C2 was completed through the operating coil CI, thereby retaining the armature AF of relay F in contact engagement with its front contact. It will be evident that the latter mentioned operation will result in the armature AFI of relay FI being brought into contact engagement .with its front contact 2 I, and that a circuit will be established from the BXpoWer terminal through wire I8, wire I6, wire Il, armature `AFI of relay FI, front contact 2| to wire 22, which may be utilized for controlling any type of signaling apparatus. It will further be obvious from the latter description that should the train engage the insulated section XI subsequently to the engagement of the insulated section X, the operating coil C of relay E will be first energized and that the operating coil C3 of the relay EI will be subsequently energized in the same manner as described for the relays F and FI respectively, and it is believed that since these circuits are symmetrical and identical in operation a description embracing these circuits is unnecessary.

From the foregoing description it can be noted that the system utilizes a very simple principle to gain the desired features as heretofore mentioned. The principle further resides in first operating a relay for selecting direction, then operating the relay for controlling the signal circuits in a stick circuit, and that the stick circuit can not be established unless the insulated sections are Vsuccessively engaged and disengaged. It canl therefore be noted that in the event a vehicle rst engages the insulated section X, and then comes into full contact engagement with the insulated section XI as hereinbefore described, the train'operates relays FI and F respectively, and should the circuit for operating coil C2 of relay FI become interrupted through the wheels being intermittently insulated from the insulated section XI by dirt, leaves, etc. both relays F and FI will release and upon ite-establishing a circuitconnection with the insulated section XI through the wheels and axles of the train, the relay E willthen' be operated but the relay FI will not be affected. Neither will the relay El be aiected to perform'a'reverse controlling operatiomsince the relayy EI 'can be operated only by atrain 'first engaging insulated section XI, then engaging XIv and X simultaneously, disengaging XI., and remaining inengagement with section X. Y Itcan be further noted that abreakdown ofthe 'insulated joint l28 will extend the sections X'and XI into a single vinsulated section, which will not permit successive circuits to be established for the operation of relay EI or FI. It can be further noted that should either of the insulated'joints 21 or. 29 break down, the relays FI and El willy remain inoperative since the terminals of either operating coil C2 or C3 of relays FI and El will be connected to the same terminal of transformer secondary S; As for instance, the breakdoWn'of-the'insulated section 21 would complete a circuit for'the operation of relay F, and connect` terminal l5 of transformer secondaryS to wire I 0, and when a vehicle traveled in either direction over the insulated sections andl engaged the insulated sectionA XI terminal I5 of transformer secondary S would be applied `through armature AF, contact 8 to Wire 5, wire 9, which would not afl'ect the operating coil C2 of relay FI since each of the coil terminals would be connected to the same transformer secondary terminal. Y

In Fig.`2 applicant has illustrated a mechanical interlocking relay L substituting for'the neutral relays EI and FI employed in Fig. l. Itwill be apparent to those familiar with the art'that the circuit connections for the various relay operating coils of Fig. 2 are identical to those dealt with in Fig. l. 1

In Fig. 2 the operating coils C4 and C5 correspond to operating coils C2 and C3 of Fig. 1 and each is energized in the same manner as hereinbefore described ior Fig. 1. The operating coil C4 is equipped with an armature AC4 4which corresponds to the armature AFI of relayv FI in Fig. 1. The operating coil C5 is likewise provided with an armature AC5 which corresponds to armature AEI of relay EI in Fig. 1. Positioned between the armatures AC4 and ACE is a mechanical interlocking device LO for retaining the armature ACS in a raised position after the operating coil C5 has been momentarily energized. It will be apparent Athat the mechanical interlock LO will be removed from the armature ACS,- when the armature AC4 is operated through the energization of operating coil C4. Therefore, the armature ACS will remain in its released position until the operating coil C5 is again energized.

In Fig. 3, applicant has illustrated his system shown in Fig. 1 controlling the same operating coil of an auxiliary relay when the contact sections X and XI are bridged in either direction by the wheels of a train. It will be noted'that each of the relays FI and El are respectively provided with armatures AFI and AEI lwhich are identical to those illustrated in Fig. 1 for relays FI and EI. It will be further evident that instead of the front contacts 2I and'23 controlling separate circuits, they are connected through wire 22 and further connected to operating coil C4 through wire 24. The relay L, of Fig. 3 corresponds to the mechanical interlocking relay 'dealt with in Fig. 2. It will be apparent to those familiar with the art however that in Fig. 3 the operating coil C4 is energized through a? circuit completed by leither Varmature AEI of relay El, or armature-AF I of relayFll for attracting the amature AC4 to release the mechanical interlocking device LO from the armature ACI'.l In

Fig. 3 the operatingcoil C5, which attracts armay contact H of relay E is connected through Wire f I2 to one coil terminal of operating coilrC.- In this manner the operating coil C of relay E is retained energized for a successive engagement of Xl and X. When a train travels in the reverse direction, first engaging the insulated rail section X, then XI, the operating coils of relays F and FI vare energized in the Vsame manner as dealt with in Fig; 1. It will therefore be'evident, that the modification of Fig. 1, illustrated in Fig. 4,'provides a unidirectiona system; that is, the relay FI is operative by a train moving in one direction only.

In Fig. 5, applicant has illustrated the unidirectional featureY embraced in Fig. 4 as being used in connection with the mechanical interlocking relay L dealt with in Fig. 2. It will be evident to vthose familiar with the art that the operating Vcoil C5 ofV relay L in Fig. 5 corresponds to the operating coil lC2 of relay FI in Fig. 4. When the operating coil vC4 Yis energized the armature AC4 is attracted thereby removing the mechanical interlocking device LO from the armature ACS, resulting in the armature VA05 mechanically moving to its released position. The armature ACS will remain in this position until the operating coil C5 is energized through Wire 32 from some remote point. v

It is believed that the similarity between Figs. l to 5- inclusive will be apparent to those familiar with the art and that a further detailed description-is unnecessary since their operation can be.

traced' by referring to the description olf-Fig. 1. In each of the latter mentioned figures like numerals and characters have been employed to designate identical parts.

In Fig. 6, applicant has illustrated his signal system appearing in his co-pending United States application for Letters Patent, Ser. No. 587,687,-

iiled January 20th, 1932, as employing the unidirectiona system illustrated in Fig. 5 for controlling the signal controlling relay L.

In Fig. 7, he has similarly illustrated his copending United States application for Letters Patent, Ser. No.58'7,687, filed January 20th, 1932 as employing the "directional-sensitive system dealt with in Fig. 1. It will therefore be apparent to those familiar with the art that the introduction of the directional-sensitive control to the above .mentioned application has rendered" the 'control of the signal operative byV a train moving in either direction, that is,V when a train travels in the normal direction first entering block i, then block 2, etc., the signals at the entrance of each block will be utilized to provide protectio'nin the (rear of -the train to "prevent cars from following closely'behind a precedingY car, but when the train travels in a'direction reverse to normal, first engaging block 3, then block 2', etc.,the signals at theentrance of each respective block will be utilized to provide facing protection for the car moving against the normal direction-of traffic. AThe signal controlling recof lays in Fig 7 function in the same manner as the signal controlling relays in the co-pending application referred to above, however, the train controlled relays E, F, Fl and El are employed to selectively energize the operating coils of the signal controlling relay L, dependent upon the direction in which the train moves through the successive blocks. It kwill be further evident to those familiar in the art that the features introduced in Fig.-7 are desirableufor service conditions, since often it is necessary to move a train through signaled territory in a direction reverse to the normal fiow of trailic, in which case it would be desirable to utilize the signals to protect such movements. In applicants co-pending application, Ser. No. 587,687, the directional feature is not employed since this desirable fea-A ture has been rendered possible through the development of the system shown in Fig. 1 of this application. y

It` is believed thatV since this application deals in detail with the directional-sensitive system, and the cospending application deals in detail with the functions of the various signal controlling relays, a further detail description'for Figs. 6 and 'I is unnecessary.

While I have been specific in the arrangement and application of the apparatus and circuits embracing my invention, it is to be expected that many modifications may be possible without departing from the spirit and principle kof my invention. Therefore the object of my invention is not limited to any specific construction or particular arrangement of circuits or controlling contact devices except as embraced in the claims.

I claim:

1-. An electrical control for railway signals, comprising, a track, one of the rails of said track comprising insulated sections to be bridged by the wheels of a car or train, a plurality of electro-magnets, connections between the said insulated sections and said electro-magnets whereby the wheels of a train engaging the said sections when moving in different directions will energize different electro-magnets, and means responsive to the energization of either of the latter said electro-magnets and the successive engagement of the wheels with the said sections for energizing one or another of a second group of electro-magnets dependent upon the order of the successive engagement of the said sections, and means for retaining the energizationof the se'- lected electro-magnet of the first said group during the successive engagement of the said sections.

2. An electrical control for railway signals, comprising, a track, one of the rails of the said track consisting of insulated sections, a relay, an operating coil having a circuit including an armature of the said relay and one of the said insulated sections; a second operating coil and a second circuit including another one of said insulated sections, an armature and front contact controlled by the first said operating coil, the armature of the said relay and the first said operating coil, another circuit including the said second insulated section, the armature controlled by the first said operating Vcoil and an operating coil of the said relay, and a third operating coil having a circuit including the first said insulated section, the armature anda front contact of the said relay, the armature controlled by the first said operating coil and the operating coil of the said relay. v

v3. An electrical control for railwaysignals,com

prising, a track, one of the rails of the' said track consisting of insulated sections, a relay, an operating coil having a circuit including an armature of the said relay and one of the said insulated sections; a second operating coil and a second circuit including another one of said insulated sections, an armature and front contact controlled by the, first said operating coil, another circuit including the said second insulated section, the armature controlled by the first said operating coil and an operating coil of the said relay, and a third operating coil having a circuit including the first said insulated section, the armature and a front contact of the said relay, the armature controlled by the first said operating coil and the operating coil of the said relay, whereby the successive engagement of the wheels of a car or train with the said insulated sections in either direction will energize one or the other of the Said second and third operating coils.

4. An electrical control for railway signals comprising, a. track, one of the rails of the said track consisting of insulated sections, a relay, an operating coil having a circuit including an armature of the said relay and one of the said insulatedsections; a second operating coil and a second circuit including another one of said insulated sections, an armature and front contact controlled by the first said operating coil, another circuit including the said second insulated section, the armature controlled by the first said operating coil and the operating coil of the said relay, and a third operating coil having a circuit including the first said insulated section, the armature and a front contact of the said relay, the armature controlled by the first said operating coil and the operating coil of the said relay, whereby the successive engagement of the wheels of a car or train with the said insulated sections in either direction will energize one or the other ofthe said second and third operating coils and retain the energization of either the rst said operating coil or the operating coil of the said relay, dependent upon the direction in which thermoving vehicle is operating.

5. An electrical control for railway signals, comprising, a track, one of the rails of the said track consisting of insulated sections, a pair of electro-magnets, circuit connections between the said insulated sections and said electro-magnets adapted to control the selective energization of one or the other of said electro-magnets when trains move in different directions and engage the said insulated sections, and means affected by the energization of said electro-magnets to effect the selective operation of signal controlling means, the first said means affected by the permanent energization of one of said circuits to render the electro-magnets ineffective to effect the operation of the first mentioned means.

6. An electrical control for railway signals, comprising, a track, one of the rails of the said track consisting of insulated sections, a plurality of electro-magnets, circuit connections be` tween the said insulated sections and said electromagnets adapted to control the selective energization of one or the other of said electro-magnets to effect the selective operation of signal controlling means, the first said means affected by the permanent opening of any of the first mentioned circuit connections to render either electromagnet completely ineffective to effect the operation of the signal controlling means.

'7. An electrical control for railway signals, comprising, a track, one of the rails of the said of one or the other of said `electro-magnets when trains move in different directions and engage the said sections, and means aiected by the energization of said electro-magnets to aiect the selective operation of signal controlling means, the first said means aiected by an intermittent interruption in the successive bridging ofthe said sections to render the electro-magnets ineffective to effect the operation of the signal controlling means. f

8. In an electrical control for railway signals; comprising, in combination, a plurality of electromagnets, circuits for controlling the selective energization of the said electro-magnets, train controlled means for energizing the said circuits successively whereby a train moving in different directions will affect the said means and energize one or the other of said electro-magnets, and means affected by the energization of said electromagnets to effect the operation of signal controlling means, the said circuits adapted to render the said electro-magnets ineffective to effect the operation of the second mentioned means lwhen the said train controlled means fails to energize the said circuits successively.

9. 'A signal controlling, apparatus having, in combination, a pair of electro-magnets, `a vehicle controlled circuit for each electro-magnet, each electro-magnet controlling the .circuit of the other said electro-magnet whereby only one or the said electro-magnets is energized when the saidivehicle controlled circuits Vare vsuccessively energized in response to a vehicle moving in one direction, a signal activating means affected by the selective operation .of .one of the said electromagnets by one of said circuitsand the subsequent energization of the other vehicle controlled circuit, and means for rendering the said signal controlling means ineffective Aupon interruption 0f the said subsequently energized vehicle controlled circuit. V

10. A circuit controller for railway signals, comprising. a plurality of electro-magnets, vehicle controlled circuits tobe successively energizedV in response to a moving vehicle, the said'circuits adapted to effect the energization .of one' `or another of saidxelectro-magnets dependentr upon the direction of movement of the said vehicle', and means responsive to the energization of either of the latter said electro-magnets and the successive energization of the said vehicle ,controlled circuits, for Vselectively energizing 'one lor theother of a second group Vof electro-magnets and retaining the energization of the' active electro-magnet of the first mentioned group.'

11. A signal controlling apparatus having, in combination, a pair of electro-m'agnets,V a circuit foreach of the said electro-magnets `energized in response to the movement of a vehicle, each said circuit adapted to effect the energization of one or the other of said electroemagnetsdependent upon the direction of movement of the vehicle, and signal activating means'selectively responsive `to the operation of the' said electro- I magnets and the order .of the successive'energization of the said circuits.

12. A signal controlling apparatusy having, in

combination, a pair of electro-magnets, a circuitfor each electro-magnetenergized in response to the movement of a vehicle,'each electro-magnet controlling the circuit of the other electro-magnet wherebyone or the other of said .electrody magnets is energized dependen-t upon the direction of movement of the vehicle, a signal activate ing means jointly controlled by the Selective operation of the said electro-magnets and the sub sequent energization of one rof said circuits, and' meansfor retainingfthe said signal activating means effective only when the last men-tions circuit is continuously energized.

13. A signal controlling apparatus having, in combination, a pair of electro-magnets, a circuit foreach electro-magnet energized in response to the movement of a vehicle, each electro-magnet controlling the circuit of the other electro-magnet, whereby one or the other of said electromagnets is energized dependent upon the direction of movement of the vehicle, and signal activatingmeans jointly controlled by the selective energization of the said electro-magnets and the successive energization of the said circuits.

14. An'electrical control for railway signals,

comprising, a pair of electro-magnets, a circuit for each electro-magnet energized in response to the movement of a vehicle, each said circuit adapted to energize one or the other of said electro-magnets dependent upon the direction of movement of the vehicle, and means responsive to the energization of either of the said electromagnets and the successive energization of the said circuits for energizing one or another of a `second group of-electro-magnets dependent upon the order of the successive energization of the said circuits, and means for retaining the energization of the selected electro-magnet of the rst group as long as the selected electro-V magnet of the second group is energized.

vl5. An electrical control for railway signals, comprising, a relay, an operating coil, a circuit for the said operating coil including an armature of the said relay and adapted to be energized in response to a moving vehicle, a second operating coil, and a second circuit for the said second operating coil including an armature operated bythe rst said operating coil, the said armature of the relay and the rst said operating coil, and adapted to be energized in response to the movement of a vehicle.

V16. An electrical control for railway signals, comprising, a relay, an operating coil, a'circuit for the-said operating coil including anarmatu're' of thesaid relay andadapted to be energized in response to a moving vehicle, a, second operating coil, a` secondlcircuit forthe said second operating coil including an armature operated bythe first said operatingcoil, the said armature of the relay andthe first saidoperating coil, and adapted to be energized in response to the movement of a vehicle, and a third circuit adapted to be energized `in response to the movement of va vehicle,` said third circuit including the armature operated bythe rst operating coil and an operating coil of the said relay. Y

17. An electrical control for railway' sig'rnals, comprising, a relay, an operating coil,l a circuit for the said operatingcoil including an armature of the .saidrelay and adapted to be energized in response to a moving vehicle, a second operating coil, a second circuit for the said second operating coil including an armature operated by the first saidoperating coil, the said armature of therelay operating coil and anoperating coil of thesaidk relay, a third operating coil, and a fourth circuit for the said third operating coil adapted to be energized in response to the movement of a vehicle, said fourth circuit including the armature and front contact of the said relay, the armature of the rst said operating coil and the operating coil of the said relay.

18. An electrical control for railway signals, comprising, a relay, an operating coil, a circuit for the said operating coil including an armature of the said relay, and adapted to be energized in response to the movement of a vehicle, a second operating coil, a second circuit for the said second operating coil including an armature con-V trolled by the rst said operating coil, the said armature of the relay and the iirst said operating coil, and adapted to be energized in response to the movement of a vehicle, a third circuit adapted to be energized in response to the movement of a Vehicle, said third circuit including the armature of the iirst said operating coil and an operating coil of the said relay, a third operating coil, and a fourth circuit for the said third operating coil adapted to be energized in response to the movement of a vehicle, said four-th circuit including the armature and front Contact of the said relay, the armature of the rst said operating coil and the operating coil of the said relay, said second and fourth circuits adapted to energize one or the other of the said second and third operating coils dependent upon the selective energization of the said rst andV third circuits.

19. An electrical `control for ralway signals, comprising, a track, one of the rails of the said track comprising insulated sections to be bridged by the wheels of a car or train, a plurality of electro-magnets, connections between the said insulated sections and said electro-magnets whereby the wheels of a train engaging the said sections when moving in different directions will energize different electro-magnets, and means responsive to the energization of either of the latter said electro-magnets and the successive engagement of the wheels with the said Ysections for energizingone or another of a second group of electro-magnets dependent upon the order of the successive engagement of the said sections, and means for retaining the energization of the selected electro-magnet of the rst said group as long as the selected electro-magnet of the second group is energized.

20. An electrical control for Lrailway signals, comprising, a track, one of the rails of the said track comprising insulated'sectioris to be bridged by the wheels of a car or train, a plurality of electro-magnets, connections between the said insulated sections and said electro-magnets whereby the wheels of a trainengaging thesaid sections when moving in different directions will energize different electro-magnets, and means responsive to the energization of eitherV of the latter said electro-magnets and the successive engagement of the wheels with the said sections for energizing one or another of a second group of electro-magnets dependent upon the order of the successive engagement of the Vsaid sections, and means for retaining the energization of the selected electro-magnet of the second said group only when the wheels of the train maintain a continuous electrical contactduringV the successive engagement of the said insulated rail sections. 1

21. An electrical control for railway signals, comprising, a track, one of the rails of the said track comprising insulated sections to be bridged by the wheels of a car or train, a plurality of electro-magnets, connections between the said insulated sections and said electro-magnets wherebythe wheels of a train engaging the said sections when moving in different directions will energize diierent electro-magnets, and means responsive to the energization of either of the latter said electro-magnets and the successive engagement of the wheels with the said sections for energizing one or another of a second group of electro-magnets dependent upon the order of the successive engagement of the said sections, and means for retaining the energization of the selected electro-magnets of the said rst and second groups during the successive engagement of the said sections.

22. An electrical control for railway signals, comprising, a conductor, a pair of contact elements insulated from direct connection with each other and from the said conductor and arranged to be electrically connected to the said conductor by a car or train, a pair of electro-magnets, circuit-connections between the said contact elements vand said electro-magnets whereby a train electrically connecting the said elements to the conductor in succession when moving in different directionsV will energize diierent electro-magnets, and means responsive to the energization of either of the latter said electro-magnets and the successive electrical connecting of the said ele.

ments, for energizing one or another of a second group of electro-magnets dependent upon the order of the successive electrical connecting of the said elements, and means for retaining the energization of the selected electro-magnet of the rst said group during the successive connecting of the said elements.

23. An electrical control for railway signals, comprising, a conductor, a pair of contact elements insulated from direct connection with each other and from the said conductor and arranged to be electrically connected to the said conductor by a car or train, a pair of electro-magnets, circuit connections between the said contact elements and said electro-magnets whereby a train electrically connectingv the said elements to the conductor in succession when moving in different directions will energize different electro-magnets, and means responsive to the energization of either of the latter said electro-magnets and the successive electrical connecting of the said elements, for energizing one or another of a second group of electro-magnets dependent upon the order of the successive electrical connecting of the said elements, and means for retaining the energization of the selected electro-magnet of the said second group onlyY when the element controlling the energization thereof establishes a continuous electrical connection with the said conductor, and the other of said contact elements is electrically disconnected from the said conductor. Y 24. An electrical control for signaling systems comprising, a pair of electro-magnets, means for energizing only one of said electro-magnets for one direction of movement of the said vehicle, and the other electromagnet for the reverse movement of the said vehicle, a second pair of electro-magnets, of means controlled by the said i'lrst pair of electro-magnets for selectively connecting one or the other of said second pair of electro-magnets in circuit to be energized in response to the'moving vehicle, and means for retaining the energization' of the selected electromagnet of the said rst pair as long as the selected electro-magnet of the second pair is energized.

25. An electrical control for signaling systems comprising, a pair of electro-magnets, means for energizing only one of said electro-magnets for one direction of movement of the said vehicle and the other electro-magnet only for the reverse movement of the said vehicle, a second pair of electro-magnets, of means controlled by the said rst pair of electro-magnets for selectively connecting one or the other of said second pair or" electro-magnets in circuit to be energized in response to the moving vehicle, and means for retaining the energization of the selected electro-magnet of the said rst and second pair effective only as long as the initial energization of the last mentioned electro-magnet continues uninterrupted.

26. An electrical control for signaling systems comprising, a pair of electro-magnets, means for energizing only one of said electro-magnets for one direction of movement of the said vehicle, and the other electro-magnet for the reverse movement of the said vehicle, a second pair of electro-magnets, and means controlled by the said rst pair of electro-magnets for selectively connecting one or the other of said second pair of electro-magnets in series with the energized magnet of the first mentioned pair for energization in response to the moving vehicle.

27. An electrical control for signaling systems comprising, a pair of electro-magnets, means for energizing only one of said electro-magnets for one direction of movement of the said vehicle, and the other electro-magnet for the reverse movement of the'said vehicle, a second pair of electro-magnets, of means controlled by the said rst pair of electro-magnets for selectively connecting one of the said second pair of electromagnets in series with the said one electro-magnet of the rst mentioned pair for energization in response to the vehicle moving in said one direction, and means for connecting the other of said second pair of electro-magnets in series with the said other electro-magnet of the first pair for energization in response to the vehicle moving in the said reverse direction.

FRANK H. RICHTERKESSING. 

